Railway car underframe



Mam}! 1939- A. CAMPBELL RAILWAY CAR UNDERFRAME Filed June 16, 1957 s Sheets-Sheet 1 INVENTOR. Am ne CAMPBELL.

H/ 5 ATTORNEY.

A. CAMPBELL RAILWAY CAR UNDERFRAME March 14, 1939.

Filed .June 16, 1937 5 Sheets-Sheet 2 I N V EN T OR. ARGYLE (AMPBELL M M A fills ATTORNEY.

March 14; 1939.

A. CAMPBELL 2,150,417

RAILWAY CAR UNDERFRAME Filed June 16, 1957 s Sheets-Sheet s INVENTOR. ARGYLE CAMPBELL H/S ATTORNEY.

A. CAMPBELL RAILWAY CAR UNDERFRAME V March 14, 1939.

,5 Sheats-$hee 4 Filed June 16, 193"! INVENTOR/ ARGYLE GQMPBELL HIS ATTORNEY.

March 14, 1939. A. CAMPBELL RAILWAY CAR UNDERFRAME 5 Sheets-Sheet. 5

Filed June 16, 1957 Dow nllllilll lllll.

I .\'l 'EXTOR. A'RGYLE CAMPBELL I Argyle Oampbellf Chicago}; Iil.',1 assig1ior to terprise Railway- Equipment. compan 0111- can), 111., a co poration Iii- 111111018 3 Application June"16, 1937, Serial no. 148,453

' '6Claims. (summi p e Myinvention relates to railway car underv frames.

An object of my invention is to simplify the.

construction of railway car underframes adjacent the body bolsters-audio obtain with a: built-up construction such strength and rigidity asfwould normally be obtained by castingthe parts in the first instance asv an integral unit.

Another object of my invention is to strengthen 1 the body bolster at both the center plate bearing and the side bearings by integral bracing above these members throughout the maximum avail able depth of the center sill and body bolster respectively, while still maintaining. adequate strength in the bolster bottom tie member. Still another object of my invention is to provide a construction wherein the bolster bottom tie member will be partially relieved of side bearing strains, and to this end my invention contemplates the disposition of side bearings beyond the ends of the bolster bottom tie member, and

the provision of means for adequately tying the bolster across the plane of the center sill.

A still furtherobject of my invention is to form bolster sections in cast metal in such a manner that the shocks incidental to side bearing load.-

ing will be directed towards the upper portion of the center sill instead of being localized in the bottom tie member.

A more specific object oi my invention is to obtain simplicity, cheapness and lightness of construction with greatstrength, by forming individual components of the car underframe in such a manner that the parts maybe readilymanufactured and assembled and thereafter the entire structure made to function as an integral structure by welding the parts at strategic locav tions. g v v My invention further resides in certain other features of construction and-detail of parts such as will'be fully described hereinafter.

For further comprehension of my invention reference may be had to the accompanying draw ings wherein:

Fig. 1 shows a transverse vertical sectional-view of a portion of a hopper car taken adjacent the body bolster and'showlng so much of the car as necessary to illustrate the incorporation of my invention therein;

Fig. 2 is a bottom plan view of the major portion of the structure shown in Fig. 1';

Fig. 3 is an enlarged detail sectional view taken on a line 3-3 of Fig. 1

Fig. 4 is av longitudinal vertical sectional view taken on a line of Fig. 1;

Fig; 51s a sectional plan view. taken substantially -onthe line 5- 5 ofFig. 1 and showin .from the bolster to the end siii' of the car;

Fig. G'is' an elevational view showing one of the bolster. elements illustrated in Fig. 1 and'showing the same on an enlarged'scale as detachedfrom the car structure;

Fig. 7 is a top plan view of the structure sho in' 'Fig. 6;. v Fig. 8 is an end view in elevation, of the structure shown inFig. 6; Fig. 9' is a'transverse vertical sectional view of the character of Fig-1, showing my improvements as applied to a car having a relatively deep center sill, said view being a transverse section through the car adjacent the body bolster;

Fig. 10 is a bottom plan view of the construction illustrated in Fig. 9 and showing slightly more than one-half the width of the car;

Fig. 11 is a transverse vertical sectional view of the character of Fig. 1, taken adjacent the body bolster of a so-called gondola type of car and showing my improved construction applied thereto;

Fig. 12 is a plan view of the construction shown in Fig. 11, the left-hand half of the illustration showing afull plan view and the right-hand half of the illustration being a sectionalplan view,

the whole being taken substantially on. the line |2i2 ofFig. 11; and

Fig. 13 is a sectional view on the line i8|3 of Fig. i1.

Referring first to the construction illustrated inFigsl to 8, inclusive, wherein my improvements areshown as applied to a hopper type of car, and wherein A indicates the center sill, B the body bolster, C the side walls of the car, D the end sill, and E diagonally extending braces.

The center sill A is preferably formed of two Z-shaped beam' members lt-IB each having a vertical web or wall ll, top flanges I2, and an outwardly extending marginal lower flange l3.

. The top flanges M of the respective beams face rearwardly extending section l9 which bears against the upper wall of the center sill at 20.

Contact between the center member l5 and the upper wall of the center sill is further made through the flanges 2I--2l which bear against the flanges l2 of the center sill. The center member 15 is formed with a center bearing portion 22 which consists of an integral extension projecting below the center sill, said extension having its lower face 23 bearing on the center plate of the truck (not shown). Above the truck center plate, the member is reinforced as at 24 to provide a center reinforcement above the center bearing which extends for substantially the entire depth of the center sill, thus providing sufflcient strength to transmit bearing strains without incurring danger of the center member buckling.

Extending outwardly from the lower part of the center casting l5 are bracket portions 25 which extend flatwise beneath the center sill lower flanges and project outwardly and upwardly beyond the said flangesfor a limited distance on each side of the center sill, said flatwise portions being suitably reinforced by depending flanges 25 and 21.

The body bolster B includes bolster elements or sub-bolsters 28 disposed on the respective sides of the center sill and united at the top across the center sill through the medium of a transversely extending vertical plate 23 and an angle Inasmuch as the bolster elements and associated car structure is identical on both sides of the center sill, the description herein following will be confined-to the construction on one side of the center sill only. Each bolster element 23 is preferably formed of cast steel and includes a vertical web portion 34 reinforced at its lower margin on each side of the web by means of outstanding marginal flanges 35, said flanges adjacent the center sill being formed to rest on the center sill flange l3 and bracket portion 25' of the center member.

Vertically disposed flanges 38 and 31, which extend lengthwise of the car, are respectively disposed on the opposite sides of the web 34, and serve to unite the bolster element and the center sill web through the medium of rivets. The flange 31 is extended upwardly a limited distance above the center sill to connect with a longitudinally extending gusset 38 by means of rivets 33, said gusset 33 being also riveted to the bolster plate and center sill and serving to brace the bolster against overturning or twisting.

The bolster element flanges 35 are deflected downwardly in order to provide a side bearing 40 which is located outwardly beyond the end of the adjacent bracket portion 25. The side bearing 40 is in and 42 which ex end upwardly to provide reinforcement for the bolster at the side bearing throughout substantially the entire depth of the bolster. The walls 4|, located on each side of the web 34, terminate at the angle 30, and the walls 42 on the opposite side extend to the top of the cast web 34, andone of the said walls 42 is welded to a vertical reinforcement angle 43 which extends to thetop of the bolster.

Extending diagonally upwards from the inner rally reinforced by walls 4| of the walls 4| and 42 are the walls 44 which merge with horizontally extending walls 45 and 43, the latter walls being respectively disposed on opposite sides of the web 34 and on substantially the same level as the upper wall of the center sill. The wall 45 is riveted to the angle member 30 and is extended beyond said angle lengthwise of the car to connect with the diagonal brace E.

On the underside of each bolster element there is a projection 41 lying adjacent to the flange 21 of the bracket section 25, the respective edges of the projection 41 and the flange 21 being so related as to present a V-shaped space between the respective members in order to facilitate a welded connection to unite the bolster element and bracket section. The bolster element and bracket portion 25 are weldedas indicated at 48 to provide a continuous tie effect between the center member and the respective bolster elements on the opposite sides of the center sill. The parts may be further welded as at 43 thereby forming a welded joint disposed at right angles to the weld 48 and thereby uniting the parts above and below the bracket section 25.

At the side of the car the plate 23 and the bol ster element 23 connect with the car side wall C by means of a stake 50, preferably formed of a bulb angle member. The flanges 35 are extended to rest upon the lower flange 5| of the car side wall, and on'one side of the web 34 there is a longitudinally disposed connecting flange 52 which unites the web 34 and flange 35, whereby a further connection is effected with the car side wall. The bottom of the bolster as defined by flanges 35, near the side wall of the car, is formed with a flat'portion 53 which constitutes a jacking plate, and on the upper side of said flat portion 53 each flange 35 is reinforced as indicated at 54, said reinforced portions being perforated as indicated at 55 in order to present roping staples. The bolster element is provided with openings in the web as indicated at 55, 51 and 53 respectively, for the purpose of economizing in weight. Adjacent the. roping staples the flanges 35 are reinforced relatively to the web 34 by gusset portions 53 and 50.

It will be noted that the longitudinally extending vertical flanges 34 and 31 respectively, cooperate with; the horizontally disposed walls 43 and 41, in combination with diagonally extending walls 45 and portions of the bottom flanges 35, to form a four-sided box-like panel structure on each side of the bolster web 34. It will be further noted that these box-like structures act as brackets to transmit vertical shocks from the side bearings to the center sill. On one side of the bolster web, the panel structure, by reason of its connection with the longitudinal vertical gusset 33, operates to maintain the bolster against vertical displacement lengthwise of the car. The panel on the opposite side of the web, by reason of its connection with diagonally extending brace E, braces the car against racking horizontally.

It will be observed that with my improved construction, the usual bolster bottom tie plate is relieved oi side bearing stresses as the-latter are directly applied to the adequately braced side bearings and transmitted to the center sill by my novel form of bracing.

In the modification shown in Figs. 9 and 10, my improvements are shown as applied to a dump car having an exceptionally deep center $111 and bolster. In this type of car it is common l I05 adapted to flll the space-intermediate the .-ing shaftssupported in practice to hinge dump doors to the center sill and have the doors sloping'downwardlyrto discharge: the load to the sides of the track. In order to provide the necessary slope when the doors are in open position, it is customaryto elevate the center sill and bolsters- The doors are supp'ortedat their outer ends by means of windbearings in the outer ends of the cross members. 1 In the drawings, Figs. 9 and 10, I00 indicatesthe center sill, IN the car sides, I02 the center sill member'havin'g the center plate-portion I03 formed integrally therewith, and integrally formed laterally extending bracket portions Int-I04. Above the member I02 are diaphragms top of the center sill member and the top wall of the center sill. a

On each side of the center sill are bolster sections I06 each consisting of a cast member of generally I-beam formation formed with a web portion I01 and flanges around the four sides thereof, these flanges consisting of top flange I00, bottom flange I09, and outer and inner flanges H0 and III, respectively. The bottom flange I09 presents a downwardly projecting portion 'II2 which constitutes a side bearing. Intermediate the side bearing and center sill there is a welding projection H3 adapted to be welded to the center sill bracket portion I04, as indicated at H4. The bottom tie and bolster section may also be welded on the upper side of the bracket portion as indicated at H5. The bolster web above the side bearing is stiflened by means of vertical and diagonally extending ribs H6 and III, respectively, said ribs being both disposed on each side of the web.

Adjacent the outer end the bolster section I06 is provided with a jacking portion II8 which has roping eyes H0 formed therein. The web above the jacking plate is stiifened on each side by means of a rib i20 inclined upwardly and towards the center sill, and in the panel thus formed by the rib I20 in cooperation with portions of the top, bottom and outer webs, there is disposed a dump door operating shaft bearing I2I which is adapted to receive and support a dump door operating shaft indicated convention ally at I22.

The bolster section is one which provides for convenience in manufacturing, is light in weight, and may be readily assembled, the rivets securing the flanges to the bracket portions, center sill,- bolster top cover and side stakes I23, as indicated at I24, I25, I26 and I2! respectively, beingali readily accessible.

In the modification shown in Figs. 11 to 13, inclusive, my improvements are shown as applied to a so-calied gondola type of car having a center sill 200, a center sill member 2M extending lengthwise of the car and formed with an integral center plate section 202, laterally extending bracket po ions 203, car sides 20%, and body bolster sec us 305, the latter being disposed on the opposite sides of the center sill. Each said bolster section 205 consists of a unitary casting formed of two diaphragms 206 spaced lengthwise of the car from each other and united by a series of vertically disposed walls 281, 200

and 209, respectively, and also by a. bottom wall 2I0 which connects with the said respective vertical walls and the two diaphragms. Each diaphragm portion 206 includes a vertical web 2H and a continuous flange around the margins of flanges 212, iii, 2I4 and 2I5, respectively.

The bottom flanges 2I3 are a continuation of the bottom wall m, and said flanges 2I3 'and bottom wall2i0 rest upon and are rivetedto the bolster section, and said respective edges of the bracket and'the projection are welded together at 222. to form a continuous tie across the center sill. The bolster sections and bottom tie plate,

.as constituted by the bracket portions 203, are

further united by welding as indicated at 223, the outer edge 220 of the bracket being inclined to form a V-shaped groove in combination with the welding projection 22I.

The bottom wall 2I0 and the bottom flanges 2I3. are formed with a downward projection 224 which constitutes the side bearing 225. The transverse wall 200 is located immediately above the side bearing and is braced lengthwise of the bolster by gusset braces 226. On the outer side of the diaphragms the webs are reinforced relatively to the side bearings by vertical and diagonal ribs 221 and 228, respectively.

The outer end of each bolster section is formed with a flat jacking plate portion 229 and the outer ends of the flanges 2I3 are enlarged and reinforced as indicated at 230 and formed with openings 23I for the purpose of providing roping eyes. The said jacking sections are reinforced by vertical ribs 282 which extend upwardly immediately adjacent the openings 23I.

While I have shown certain preferred embodiments of my invention, it is understood that the same are merely illustrative, and I contemplate all modifications coming within the scope of the claims appended hereto.

I claim:

1. In a railway car underframe having a longitudinal center sill and a transverse body bolster, the combination with a longitudinally extending member having a center plate section formed integrally therewith and integrally formed bracket portions extending flatwise on each side of the center sill; transversely extending bolster sections resting on each said bracket portion, each said bolster section beyond the end of the bracket being formed with a downwardly extending projection constituting a side bearing; and means forming welding lugs integral with the bolster sections and lying adjacent the ends of the bracket portions, said lugs and brackets being adapted to be welded together to provide a continuous tie section for the bottom of the body bolster.

2. In a railway car underframe, the combination with a longitudinal center sill member and transverse bolster sections on each side of'the center sill member, said center sill member including integral bracket portions extending outwardly from each side of the center sill beneath the respective bolster sections; and wall means integrally formed with and projecting from the bolster sections and lying adjacent to the ends of the bracket portions, each said respective bracket portion being adapted to be integrally united by a welded joint to its related wall means on the bolster section.

3. In a railway car underframe having a center sill and car sides, bolster sections on each side of the center sill, each said section having a web-like body portion and an outstanding marginal wall extending from the lower part of the center sill to the car side wall, each said bolster section having a side bearing formed integrally therewith, and having an integral welding lug extending lengthwise oi the car and disposed intermediate the center sill and side bearing; and a bottom tie member extending transversely beneath the car and in underlying relation with the respective bolster sections and welded to said bolster sections through the medium of the welding lug.

4. In a railway car under-frame including a center sill and bolster sections on each side of the center sill, said bolster sections being adapted to be united together above the center sill and tied together by a lower tie member extending beneath the center sill, each said bolster section including a web-like body portion formed with outstanding marginal flange portions adjacent the lower part of the web; an upper tie member extending transversely above the center sill and secured to the web of the respective bolster sections, each said bolster section having a side bearing formed integrally therewith and welding lugs extending lengthwise of the car and disposed intermediate the center sill and side bearing; and a lower tie member extending outwardly from each side of the center sill and disposed in underlying relation with respect to the bolster sections, said tie member being adapted to be welded to the said lugs in order to present a continuous bottom reinforcement.

5. In a railway car underirame,the combination with a longitudinal center sill; of bolster sections on each side of the sill, each said section including a vertical web and outstanding lower horizontal flanges to present a member of inverted T-shap'e, said web being extended above the level of the center-sill; and a plate girder extending transversely of the car and resting on the center sill, said girder being secured to that part of the bolster web extending above the level of the sill.

6. In a railway car underframe having a center sill and car sides; a composite bolster including a steel plate extending vertically across the car above the center sill, and cast sections on the opposite sides of the center sill, each said cast section having a web-like body portion secured to the lower margin of the steel plate, said cast member being also formed with a marginal outstanding fiange on each side on the web, thereby presenting a substantially inverted T-shape section, said flanges extending from aifiacent the lower part of the center sill to the car side, said flanges intermediate the car sides and center sill being formed with integral side bearings; reinforcements for the side bearings, including vertical and diagonally extending ribs, said lastnamed extending from the side bearings towards the upper. portion 0! the center sill in order to direct stresses due to side bearing shocks towards the top of the center sill, said lower flanges adjacent the car side having a substantially horizontal ledge portion adapted to serve as a jacking plate and an opening in said jacking plate adapted to serve as a roping eye, said bolster sections intermediate the side bearings and the center sill having longitudinally extending lugs formed on the underside thereof, and a bolster tie plate adapted to extend between said lugs 01 the respective bolster sections and be welded at its ends thereto to form a continuous tie member.

ARGYLE CAMPBELL. 

